hods on



(No Model.) 2 Sheets-Sheet 1.

B'. M. HODSON. VESTIBULE GAR.

No. 452,787. Patented May 26,1891.

Wilgzssas 199159161 momma.) 2 Sheets-Sheet 2.

B. M. HUDSON. VESTIB'ULB (JAR.

. No. 452,787. Patented May 26,1891.

BENJAMIN M. HODSON, OF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALF TO HENRY F. IIEUER, OF SAME PLACE.

VESTIBU LE-CAR.

SPECIFICATION forming part of Letters Patent No. 452,787, dated May 26, 1891.

Application filed June 12, 1890.

To aZZ whom it may concern.-

Be it known that I, BENJAMIN M. HODSON, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illi- 1101s, have invented a new and useful Vestibule Car, of which the following is a specification.

This invention relates to railway-ears, and more especially to that class thereof known as IO vestibule-cars, and the object of the same is to effect improvements upon existing devices of this character.

To this end the invention consists in an improved means for pressing the face-plate forwardly into contact with the face-plate of the opposite door in such a manner that both the face-plates will have lateral and vertical movements while they are pressed forward, all as hereinafter more fully described, and illustrated in the accompanying drawings, in

which- Figure l is a side elevation of the end of one car connected with another car, the latter being shown in central longitudinal ver- 2 5 tical section. Fig. 2 is a transverse horizontal section. Fig. 3 is a perspective detail showing another form of theinvention. Fig.

4: is a perspective detail showing the bellows longer at its upper than at its lower end.

Referring to the said drawings, 0 is the carbody having a platform at its end, and H is the hood standing above said platform.

D are doors hinged beneath said hood so as to permit an entrance from the sides of the platform, as is customary in parlor, palace,

and sleeping cars.

F are face-plates connected by a bellows B, of flexible material, with the posts of the outer door at each side of the platform, as is cus- 4o tomary in vestibule-cars of this character.

Coming now to the present invention, R is a rod connected by a universal joint U with the faceplate F and extending loosely through a hole 0 in the end of the hood II and in the floor of the platform P, and the inner end of this red is bifurcated and provided with a friction-pulley or grooved wheel IV, as shown. A rope or chain N is connected at one end to the end bar of the hood II, passes overlthe wheel \V, and is connected at its other end with a spring S inside the hood,

Serial No. 355,210. (No model.)

whereby the rod R is pressed normally ontwardly through the hole 0, but at the same time is permitted to swing laterally or vertically, according as the face-plate F rises and falls or moves from side to side with the motion of the car. It will be understood, however, that the hole 0 is of such a size as to not only permit the rod to slide through the same freely, but also to allow it to wabble.

It will be understood that the spring S may be composed of several leaves, as shown in Fig. 1, or maybe a strong coiled spring, as shown in the other figures, without departing from the spirit of my invention. It. will also be understood that, if desired, I may have two rods R at each top and bottom of the faceplate connected by a cross-bar rand provided with a single spring S and rope or chain N, as shown in Fig. 2, or provided with inde- 7o pendent springs, as shown in Fig. 3. The arrangement may be duplicated beneath the platform I, or an ordinary expansion-spring E may be provided to force the rod 0" outwardly, as preferred. Ioonsider it advisable to have the spring at the top of the car stronger than that at the bottom, and by this construction, when the cars are separated, the upper end of the face-plate will be projected a little beyond the lower end, in order that rain or snow will not beat in when the cars are uncoupled, and that when they are coupled the upper ends of the face-plates will be pressed so tightly together that rain or snow will not leak in. The universal joint U inayin some 8 5 cases be omitted, especially below the platform P, although I prefer to use it at the top.

Vhat I claim as new is 1. In a railway-car, the combination, with the face-plate F, connected by bellows B with the end of the car, of the rod R, connected to the face-plate, passing loosely through a hole in the end of the hood II, and having a wheel WV journaled in its inner end, a cord N, connected at one end to the hood and passing 5 over said wheel, and aspring S, carried by the hood and drawing the other end of said cord forward, as and for the purpose set forth.

2. Ina railway-car, the combination, with the face-plate F, connected by bellows B with the end of the car, of the rod R, connected to the face-plate, having universal joint J in its body near the point of connection,passing loosely through a hole 0 in the end of the hood H, and having a wheel WV j ournaled in its inner bifurcated end, a chain N, connected at one end to the hood and passing over said Wheel, and a spring S, carried by the hood and drawing the other end of said chain for- Ward, as and for the purpose set forth.

3. In a railway-car, the rectangular faceplate F and the bellows l3, connecting it with the end of the car, said bellows being" longer at its upper than at its lower end, whereby the upper end of the face-plate will stand normally beyond the lower end, in combination with means, substantially as described, for pressing the upper and lower ends of the faceplate independently forward with a yielding force which is stronger at the top than at the bottom of the plate, as and for the purpose set forth.

In testimony that I claim the foregoing as my own I have hereto affixed my signature in presence of two witnesses.

BENJAMIN M. HODSON. Witnesses:

HENRY F. HEUER, PATRICK WALsH. 

